Railway truck



Dec. 24, 1929. J, AELLO 1,740,914

RAILWAY TRUCK ffy Dec. 24, 1929. J, AELLO 1,740,914

RAILWAY TRUCK Filed Dec. 15. 192e 7 sheets-sheet 2 1Je.24, 1929. J. AELLO 1,740,914

RAILWAY TRUCK Filed D60. 15, 1928 7 Sheets-Sheet 3 "Il, Bynnoowzvg Attorney Dec. 24, 1929.

J. AELLO RAILWAY TRUCK Filed D60. l5.- 1928 ffy/y. 4.

'7 Sheets-Sheet 4 J. AELLO RAILWAY' TRUCK Dec. 24, 19.29.l

'7 .Sheets-Sheet 5 Filed Deo. 15. 1928 Inventor Dec, 24, 1929. J. AELLO 1,740,914

RAILWAY TRUCK Filed Deo. 15. -19128 7 Sheets-Sheet 6 Inventor Jaffe/Z0 M,

Qmmh

Dec. 24, 1929. J. AELLO 1,740,914

RAILWAY TRUCK Filed Dec. l5, 1928 7 Sheets-Sheet 7 Jaslela A MMM PJJ

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Patented Dec. 24, i929 PATENT; FFICE RAILWAY TRUCK Application led December 15, 1928. Serial No. 326,390.

The present invention relates to improvements in trucks for railroad Cars, and more particularly to railway trucks of the four or sin wheel type to be used on passenger coaches, dining and private cars, and is applicable also to trucks for freight cars.

One ot the important objects of the present invention is to provide a means whereby the car body is suspended on the truck frame in such a manner as to communicate the weight equally to the several journal bearings; thereby absorbing the vibration or shock incident to the movement of the wheels over the tracks, and prevent its communication to the car body.

A further object is to provide a railway truck that includes a safety device for preventing the brake rods and the brake shoes carried thereby from dropping onto the tracks should the brake shoe supporting pins become accidentally sheared olil or otherwise disrupted.

A further object is to provide a railway truck of the above` mentioned character wherein the side frames and the bolster unit supporting cross bars are all assembled together in a positive and eiiicient manner, longitudinally and transversely disposed springs being arranged on the trucks so as to distribute the shocks due to track irregularities, thus minimizing the jarring of the car body.

Still a further object is to provide a railway trnck of the above mentioned character that includes a particular hanger structure for suspending certain of the equalizing springs that are disposed longitudinally with respect to the side trames.

A further and important object is to provide a railway truck of the above mentioned character wherein the longitudinally disposed equalizing springs are arranged in staggered relation, certain orp said equalizing springs being arranged for rockable movement on the journal boxes.

Other objects and advantages of the invention will become apparent from the following description when taken in connection with the accompanying drawing.

1n the accompanying drawings wherein like reference characters indicate corresponding parts throughout the same:

Figure 1 is a side elevation of my improved railway truck.

Figure 2 is a top plan view thereof.

Figure 8 is a sectional view taken approximately on the line 3-3 of Figure 2 through one of the cross beams.

Figure 4 is a similar section taken approximately on the line 4 1 of the same figure.

Figure 5 is asectional view taken approximately on the line 5`5 of Figure l looking downwardly.

Figure G is a sectional view taken on the line 6`6 of Figure 2, looking in the direction of the arrows.

Figure 7 is a vertical sectional view taken approximately on the line 7&7 of Figure 1 looking in the direction of the arrows.

Figure 8 is a similar section taken substantially on the line 8 8 of Figure l.

Figure 9 is a sectional view through the bearing provided for the brake shoe hanger.

Figure 10 is a sectional view through a portion of the side frame showing the manner in which one of the cross beams is arranged in a cnt out portion formed in the side frame and also disclosing the manner in which a cross bar that underlies the cross beam is associated with the side frame.

Figure 11 is a detail sectional view showing the U-shaped hanger provided for supporting the end portions of the lower equalizing springs, said view being a sectional view taken approximately on the line 11-11 of Figure 1.

Figure 12 is a fragmentary top plan view of o-ne of the side trames showing the opening formed therein to accommodate the cross beam.

Figure 13 is a fragmentary view of one end portion of one bars.

Figure 14 is a similar view of one end portion of one of the cross beams.

Figure 15 is a fragmentary top plan view orp the central portion of the bolster unit.

Figure 16 is a detail perspective view of one oi the U-shaped hangers.

Figure 17 is a detail View of the locking rod perspective of the cross that cooperates with the slotted bearing block that is removably fitted in the bearing for the brake shoe hanger.

Figure 18 is a fragmentary perspective view of one of the safety hook members to support a disabled brake rod in a raised position off of the tracks.

Figure 19 is a detailed perspective view of the slotted bearing block.

Figure 2O is a fragmentary top plan view of the intermediate portion of one of the cross beams forming a part of a bolster unit.

In the drawings wherein for the purpose of illustration is shown the preferred embodiment of my invention, the numeral 1 designates generally my improved railway truck the same comprising the parallel spaced side frames 2 and 3. Each side frame is formed at its outer side with the integral pedestals 4, and in the present instance three of such pedestals are associated with each of the side frames due to the fact that the truck illustrated is of the six wheel type.

The outer walls of the side frames between the spaced pedestals are extended downward* ly to provide relatively deep pairs of iianges 5.

Furthermore each side wall is formed in the upper portion thereof with the openings 6 for accommodating the ends of the transoms or cross beams of the bolster unit.

The car wheels are indicated at 7 and their axles are indicated at 8. The journal boxes therefor are shown at 9, and these journal boxes are arranged within the respective pedestals 4 as clearly indicated in Figure 1. As the journal boxes may be of the conventional construction, a detailed description of the saine is therefore thought unnecessary in the present instance.

The bolster unit includes a pair of parallel spaced transoms or cross beams 10 and 11, respectively, which members extend across the parallel spaced side frames 2 and 3, the end portions of these transoms or cross beams being disposed within the respective pairs of alined openings 6 as is suggested very clearly in Figure 1. The sides of each opening 6 are formed with channels 12 for receiving lugs 13 that project laterally from the opposite sides of each end portion of each of the cross beams or transoms and this particular det-ail is clearly shown in Figure 10. In this manner the cross beams or transoms are locked against lateral sliding movement with respect to the side frames. v

The bottom of each of the openings 6 is formed with the upstanding pins 14 as indicated in Figure 12 for cooperation with the openings 15 formed in the outer end portions of each cross bar 16, and 17, respectively, said cross bars also being disposed transversely of the side frames, and being arranged underneath the respective transoms or cross beams. The outer ends of each of the cross bars are formed with the downwardly extending flanges 18 that engage with the outer faces of the respective side frames, so that said cross bars cannot slide with respect to the side frames. The channeled shaped cross beams or transoms are spaced with respect to the underlying cross bars and elliptical leaf spring unit 19 is disposed longitudinally between the ends of the spaced cross beams and respective cross bars as also suggested in Figure 3. Springs 19 constitute a suspension means for the bolster unit and an appropriate means may be provided for securing the elliptical Vspring units in proper position.

The bolster' unit further includes the provision of a substantially H-shaped central portion shown at 20 in Figures 2 and 15. The arms 21 and 22 of this H-shap'ed central unitare disposed longitudinally with respect to the car truck and the ends of the arms are provided with dovetailed shaped tongues 23 for cooperation with the dovetailed recesses 24: formed in the upper faces of the intermediate portions of the cross beams or transoms 10 and 11, respectively, so that said arms of the El-shaped central portion of the bolster unit will be positively secured in position across the parallel spaced transoms or cross beams.

A center bearing 26 is associated with the interconnecting portion 25 of the H-shaped portion 20 and in Figure 4 of the drawings there is illustrated in detail the construction of this center bearing.

Upon referring to Figure 3 it will be observed that the arms of the H-shaped unit are of I-shaped formation in cross section. The car body is mounted on the bolster unit in the conventional manner.

Forming a salient part of the present invention are the upper and lower series of leaf springs 27 and 28, respectively. There are three of the upper springs 27 arranged on each side of the truck, while two leaf springs comprise the series at each side of the trucl: and it will be observed upon referring to Figure 1 that the upper and lower leaf springs are arranged in staggered relation and furthermore all of said leaf springs 27 and 28 are disposed longitudinally of the truck 1 whereas the elliptical springs 19 are arranged transversely with respect to the truck.

Each of the upper leaf springs 27 is fulcrumed intermediate its ends on the respective journal boxes as indicated at 29, the intermediate lower leaf springs 28 are fulcrumed at their intermediate portions as at 30, and the ends of the lower equalizing leaf springs 28 are attached to suitable U-shaped hangers 3, the free ends of the arms of each U-shaped hanger being disposed laterally to provide fingers 32 as shown in Figure 16, and these lingers arefreceived within notches formed in the upper edges of the flanged portions 5, the extremities of the lower leaf springs project beyond the supporting hangers 31 as shown in Figure 1y andare attached to thelower ends of' the rectangular shaped loops 3.

The'u er ends of the rectangular shaped v loops 33 are'connectedY to the outer ends of the adj acentI equalizing leaf springs 27. The outer extremities of the outermost ones of the upperequalizing-springs 27 are connected to the adjacent ends of tlieside frames-as at 34' inY Figure 1. These equalizing springs 27 and-23-willlprovide-a means whereby the car body is suspendedV on the-truck frame in such a manneras to communicate-the weight equallyto the several'journal bearings, and to absorb the vibration or shock incident tothe movement of the-wheels over the tracks and prevent its communication to the car body, and thus provide for the movement of the cars at high speed in a safe manner and without undue vibration to the car body.

Formed on the inner side face of each of the frames of the railway truck 1 are the castings 35, six of such castings being associated with each side frame and being located on opposite sides of the respective car wheels. Each casting 35 is formed with a slot 36, the inner portion of which is enlarged, and disposed through the enlarged inner end portion of the slot is the crown portion 37 of a substantially inverted U-shaped brake shoe hanger member 38. A brake shoe 39 being supported between the lower ends of the arms of each U-shaped hanger 38 on the cross pin 40. A brake rod 41 connects each pair of brake shoes as suggested in Figure 7, and the brake rods are actuated in the conventional manner for moving the brake shoes into or out of engagement with the car wheels 7.

A bearing block 42 is removably fitted within the enlarged inner end portion of the slot 36 for cooperation with the brake shoes hanger crown portion 37 as suggested in Figure 9 and this block 42 which is shown more specifically in Figure 19 is provided with a longitudinally extending rib 43 at its outer side, and the rib is in turn formed with a longitudinal slot 44, the inner end of which is enlarged to form the rounded groove 45 for receiving a locking rod 46. Formed on the locking rod 46 are the spaced lugs 47 that cooperate with the opposite ends of the slotted bearing casting 35 when the rod 46 that is disposed in the groove 45 is turned in one direction for the purpose of positively securing the locking rod against sliding movement and from displacement with respect to the bearing block 42. A manipulating eX- tension 48 is formed at one end of the locking rod 46 as indicated in Figure 17 very clearly.

The lug 47 will further cooperate with the respective ends of the casing 35 to prevent sliding movement of the bearing block 42 and thus the hangers 37 are properly suspended from the respective casings 35.

Frequently the brake shoe suspension pins 40 will become sheared off or otherwise disengaged fromfthe Uf-shapedzhangers 38 causingthe brake shoes andthe brake rods to drop onto the tracksA, and sometime cause considerable damage and injury. It is therefore one ofthe principal objects of; the present invention to include as a part of the railway truck structure, a safety, device for the brake rod and thebrake shoes from dropping onto thetracks in case the brake shoe supporting pinsbecome disrupted, and to this end there is provided a pair of substantially L-shaped hooks 49 forassociation with.eachbralrerod. rlhe longeranmof each L-shaped hook is bent backy upon itself at its upper' end to provide the loop: 50 that is disposed over the inner end of the adjacent locking rod 46. The vertical arm of each L-shaped hook is of such length as tocause the horizontalarm of said L-shaped hook to be disposed beneath the brake rod, yet not interfering with the movement of the brake rod to bring the brake shoes into an operative or an inoperative position, as is clearly indicated in Figures 6 and 18 of the drawingsythe free end of the horizontal arm of each. L-shaped hook is bent upwardly as at 51 so that said horizontal arm portion cannotpermitthe brake rod 41 to roll off of the same, should the brake shoe supporting pins become disrupted olf-broken otl.

The provision of a safety device of this character will; enable the same to bereadily and easily attached without necessitating any alterations of the car truclgand furthermore saidgsafety device will be automatic in its operation,Y and;y the samewill support the brake rod in a suspended manner unt-il the necessary repairscan bemade.

A car truck of this character will not only be strong and durable, but the parts are so assembled as to. prevent'. the same from becoming accidentally disengaged fromy each other.

F urthermorethe parts are so arranged as to permit access thereto whenever necessary.

lVhile I have shown the-preferred embodiment of my inventionit isto beunderstood that minor changesin thesize, shape and arrangement ofpartsmay'berestored to without departing from the spirit of the invention, andthe scope of the appended claims.

Having thus describedl the invention, what I claim as new and desire to secure by Letters Patent is 1f. n a railway truck, spaced side frames, cross bars extending between the side frames, a bolster unit including spaced transoms for disposition across the side frames, said side lframes being formed with openings to accommodate the vertically alined cross bars and transoms, springs arranged in the openings for disposition between thetransoms and the underlying cross bars, and longitudinally disposed equalizing springs associated with eachr side-frame.

2: In a railway'truck',A spaced side frames,

cross bars extending between the side frames, a bolster unit including spaced transoms for disposition across the side frames, said side frames being formed with openings to accommodate the vertically alined crossbars and transoms, springs arranged in the openings for disposition between the transoms and the underlying cross bars, longitudinally disposed equalizing springs associated with each side trarne, said equalizing springs being arranged in staggered relation.

3. .In a railway truck, thecombination with side trames and journal boxes, a spring supported bolster unit mounted on the side frames, oic equalizing springs arranged longitudinally on each side frame, said equalizing springs being arranged in upper and lower staggered relation, the upper springs being fulcrumed at their intermediate portions on the respective journal boxes, supporting means for the lower equalizing springs, and

connecting means between the adjacent ends of the upper and lower equalizing springs.

a. In a railway truck, the combinationwith side frames and journal boxes, a spring` supported bolster unit mounted on the side trames, of equalizing springs arranged longitudinally on each side trame, said equalizing springs being arranged in upper and lower staggered relation, the upper springs being ulcrumed at their intermediate portions of the respective journal boxes, supporting means for the lower equalizing springs, connecting means between the adjacent ends oi the upper and lower equalizing springs, the endmost ones of the upper springs being secured at their outer ends to the respective side Jframe.

5. In a railway truck, the combination with spaced side frames, and journal boxes, and a bolster unit mounted on the spaced side frames; of equalizing springs arranged longitudinally on each side frame, said equalizing springs being arranged in staggered relation, the uppermost ones of said equalizing springs being ulcrumed at their intermediate portions of the respective journal boxes, substantially U-shaped hang ers arranged on each side frame for supporting the ends of the lower equalizing springs, each ot 'he lower equalizing springs being Julcrurned at its intermediate portion, said upper equalizing springs being operatively connected at their ends to the respective ends ol the lower equalizing springs, the outer ends ot' 'the endmost upper equalizing springs being connected to the side frame.

6. In a railway truck, the combination with spaced side trames, and journal boxes, and a bolster unit mounted on the spaced side frames; of equalizing springs arranged longitudinally on each sidelframe, said equalizing springs being arranged in staggered relation, the uppermost ones of said equalizing springs being ulcrumed at their intermediate portions of the respective ournal boxes, substantially U-shaped hangers arranged on each side frame Jfor supporting the ends of the lower equalizing springs, each of the lower equalizing springs being ulcruined at its intermediate portion, said upper equalizing springs being operatively connected at their ends to the respective ends of the lower equalizing springs, substantially rectangular shaped loops connecting the adjacent ends of the upper and lower equalizing springs together, the endmost equalizing springs ot the upper series being connected at their outer ends to the side trarne.

In testimony whereof l al'lix my signature.

JOS AELLO. 

